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. 10 Sheets-Sheet 1.

ST. JOHN V. DAY 8v 0. D. MOODY. ELEVATED RAILWAY PLANT.

No. 470,992.- PatenY Mar. 15, 1892.

(No Model.)

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(NoModeL) 10 Sheets'--Sheet 2.

ST. JOHN V. DAY 8: O. D. MOODY.

ELEVATED RAILWAY PLAN-T.

No. 470,992. Patented Mar. 15, 1892.

Wear er 10 Sheets-Sheet 3. ST. JOHN V. DAY & G. D. MOODY. ELEVATED RAILWAY PLANT.

No. 470,992. PatentedMar. 15, 1892.

(No Model.)

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(No Model.) I 10 sheets -sh'eet 4. ST. JOHN V. DAY 8: G. D. MOODY. ELEVATED RAILWAY PLANT. N0. 4'70,992. Patented Mar. 15, 1892.

I lluln (No Model.) 10 SheetsSheet 5.

ST. JOHN V. DAY & O. D. MOODY. ELEVATED RAILWAY PLANT.

Patented Mar. 15, 1892.

(No Mode?) 10 Shee1;sSheet 6. ST JOHN V. DAY & G. D. MOODY.

. ELEVATED RAILWAY PLANT.

No. 470,992. Patented Mar. 15, 1892 in e Ivan/u ma Nonms ravens co., Puma-mum, WASNINGTON, u. c.

(No Model. 10 Sheets sheet 7.

No. 470,992. Patented Mam-15, 1892.

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(No Model.) 10 SheetsShee t 8. ST.-JOHN V. DAY & G. D. MOODY.

ELEVATED RAILWAY PLANT.

No. 470,992. Patnted Mar. 15, 1892. I

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(No Model.) 10 Sheets-Sheet 9.

- ST. JOHN V. DAY & O. D; MOODY.

ELEVATED RAILWAY PLANT.

No. 470,992; Patented Mar. 15, 189-2.

J I I I (No Model.) I 10 SheetsSheet 10.

ST. JOHN V. DAY 8v 0. D. MOODY. ELEVATED RAILWAY PLANT. N0.-470,99'2. Patented Mar. 15, 1892.

UNITED STATES ATENT j rrroE.

ST. JOHN VINCENT DAY, OF TERRE HAUTE, INDIANA, AND CHARLES D. MOODY, OF WEBSTER GROVES, MISSOURI.

ELEVATED-RAILWAY PLANT.

SPECIFICATION formingpart of Letters Patent No. 470,992, dated March 15, 1892.

Application filed May 12, 1890. Serial No. 351,536- (No model.)

which the following is a clear and exact description.

The leading object of our improvement is to provide economically for a higher speed of translation and with more safety and less noise and percussion than is practicable with the existing railway systems, wherein heavy rolling-stock is employed and usually in a position of unstable equilibrium.

Several other features characterize and several other advantages are derived from our improved construction, among which, and without naming them in the order of their relative importance, are the following: Tensile strains rather than compressive predominate throughout the structure; an elevated double line of rail presenting less surface to the wind than hitherto has been practicable; a suspended double line of rail between Whose lines the rolling-stock can travel and which lines can be spaced any desirable width apart to provide any desirable width of Wheel-base; a suspension-railwayhavin g cars whose wheelbase is longer than is the distance between the supports of the suspended lines of rails, enabling the Weight of a car to be borne generally more or less upon opposite sides of a rail-support; a suspension-railway Whose lines of rails are cables in tension suspended from overhead supports and whose form is pre served by means of cables underneath said rail-cables; auxiliary rolling-stock supports available in the event of the giving way of those cables which are the immediate support for the rolling-stock, and also providing for the renewal of such immediate supports without necessarily replacing the auxiliary supports.

Other objects and advantages of our invention will hereinafter appear, all substantially as is hereinafter set forth and claimed, aided by the annexed drawings, making part of this specification.

In the drawings the several parts of the invention are shown of necessity more or less detached from each other. They nevertheless jointly form a system and are operated together.

Figure 1 is a side elevation showing several bays of the improved railway; Fig. 2, a crosssection, and Fig. 3 a plan, of same. These views show the structure in outline only. Figs. 4 and 5, respectively, a side elevation and plan,

upon a larger scale, of one of the bays. This bay maybealonger onethan some of thebaysfor instance, one used in crossing a stream; Fig. 6, a vertical cross-section, upon a still larger scale, of the railway in a double-track form, the section being on the line 6 6 of Fig. 7, which in turn is a plan of the parts of Fig. 6; Fig.8, a side elevation of the parts of Figs. 6 and 7; Fig. 9, an elevation looking in the opposite direction to that of Fig. 8 and from a point :20, Figs. 6 and 7; Fig. 10, a detail, being a section on an enlarged scale, on the line 10 10, Fig. 8; Fig. 11, a longitudinal elevation showing the mechanism for producing the tension on the track-cables; Fig. 12, a crosssection on the line 12 12, Fig. 11; Figs. 13 and 14., respectively, a side elevation and a plan of a two-story track constructed substantially according to our improvement; Fig. 15, a cross-section, upon an enlarged scale, of the parts of Figs. 13 and 14; and Figs. 16 and 17, respectively, a vertical cross-section and plan of a reinforced cable. I

The same'letters of reference denote the same parts.

A prominent feature of the design is, as stated, the combination of parts, whereby upon a comparatively economical trackway the trains can be moved safely at a high rate of speed. To this end the track is elevated and composed of a double line of rail, whereby a wide wheel-base is obtained. It is also so constructed that the moving train is car ried partly above and partly beneath the level of the two lines of rail, whereby the train is not only in a state of equilibrium, but also one Well calculated to resist a lateral wind strain; further, owing to the absence of a flooring between the sides of the railway, no substantial obstacle is presented to an upward movement of the air; further, to enable an elevated railway of the kind under consideration to be economically constructed, as

well as to secure other advantages, it is desirable to build it upon the suspension principle, and to employ cables upheld by supports spaced, in the direction of the length of the road, a considerable distance apart, but at the same time to omit much of the truss-work usuallyintroducedintosuspension-bridgesfor the purpose of stiffening them. At the same time the preferred form of car is one adapted to carry its lead so that it is distributed in the direction of the length of the road to an extent considerably greater than is the practice in the railway systems now generally in use, and this feature is best carried out by employing cars whose end trucks or wheels are farther apart than are the track-supports.

In the annexed drawings, A A represent the cables, which constitute the lines of rail upon which the rolling-stock immediately travels.

B B, &c., represent the posts or columns, which, with their foundations 11 b, constitute the principal supports for the rail-cables A A and other parts of the superstructure connected with the rail-cables.

The cables AA are not attached directly to the posts, but are held in brackets O O C C, &c., some of which 0 O are attached to the posts B B and others C C to tie-rods D D, which at the upper end (Z thereof are secured to overhead cables E E and at the lower end (1 thereof are secured to underneath cables F Fthat is to say, for each track constructed according to our plan there are two lines of posts, two track-cables, two overhead cables, and two underneath cablesand the two lines are disconnected, saving opposite the posts, which, in addition to being placed a fixed distance apart crosswise in the track by reason of their ground connections, may be connected by means of an overhead crosstiesuch, for instance, as F, Fig. 15. \Vith this exception the two lines are disconnected and the track between the two lines is wholly open, permitting the passage of the cars between the lines and oifering no obstacle to a wind-pressure in an upward direction. All the cables are in tension, the overhead cables being stretched over sheaves b b upon the posts, and between the posts sagging downward, the rail-cables being stretched upon the brackets, as described, and the underneath cables also being in tension, but between the posts being curved upward and strained upward against bearings b b upon the posts. The preferable mode of securing the ends of the various cables will presently be described.

A series of the tie-rods D is used in every bay G of the track, substantially as shown. The cables E F and the tie-rods D are connected, preferably, by passing the cables through eyes 61 formed in or upon the tie rods, and the preferable means of fixing the tie-rods in place is one or more set-screws d, which are screwed into the eye to bind upon the cable, as shown more distinctlyin Fig. 10. The tie-rods D are shortest at the central part of the bay and they increase in length toward the posts, as shown, and they assist in holding the rail-cables A A so that they shall not materially sag between their bearings upon the posts as the load passes along them. The brackets C C project toward the center of the track, and the rail-cable at each side of the track is made to come sufliciently within the plane of its overhead and underneath cables to enable the train to pass without interfering with the last-named cables.

The posts B are united to their respective foundations 12, preferably by means of a tierod 1), which at its ends, respectively, is united with the foundation and with the post and in any suitable manner and substantially as indicated. The foundation is preferably of concrete of suitable cross-section, and in height varying according to the distance above the ground it is desired to place the post, for it is usually better to have the posts of uniform length and to adjust them to the necessary grade by making the foundations higher or lower, as the case may be.

The track may be single II, as indicated in Figs. 1aand 15, or double ll 11, as indicated at Figs. 2, 3, 5, ti, 7, and 12, and it may be twostoried, as indicated at 11 11, Figs. 13 and 15.

In crossing an exceptionally-wide ravine or stream-such as I, Fig. 4the postsB maybe higher than at other points along the track. In a two-storied track the same tie-rods D may serve in supporting both the upper and the lower line of rail. In other respects the structure conforms substantially to that of the ordinary bays,

In Figs. 11 and 12 is shown a desirable mode of confining the end of a section of the rail-cables and of producing aconstant tension thereon irrespective of changes in the atmospheric temperature. The end a of a section a of a cable is carried from the adjacent post (not shown) out onto a truss J, over a journaled bearing j therein, and thence downward and fastened to a shaft j which is held and adapted to be rotated in a bearingj, and provided with a Weighted arm j, which influences the shaft j to rotate and wind the cable end upon it, as indicated by the arrow 7' By increasing the weight j upon the arm j the desired strain can be imparted to the cable-section. The end of the next cable-section is represented at a It is similarly held and drawn. The line of rail between the ends a a consists of a rigid rail a which is supported on the truss J and fitted to occupy the space between the ends a a so as to form with them a substantially continuous line of rail. The truss J rests upon and is anchored to a foundation J, containing a well 7' to receive the parts used to confine and tighten the ends a Q The ends of the overhead cable-sections can be anchored in any of the customary ways employed for holding the ends of a suspension-cable, or by weighted levers and drums, as shown in Figs. 11 and 12. The ends of the underneath cable-sections can be similarly leg anchored. Under conditions such as exhib ited in Figs. 4 and 5 the ends of the underneath cable-sections can be suitably held by attaching them to rotatable shafts K, journaled in the posts B and having weighted arms analogous in construction and operation to the parts shown in Figs. 11 and 12.

The rail-cables may be single cables, as shown, for instance, in Fig. 11, or composite, in order thereby that an upper portion upon which the wear principally comes may be renewable without necessitating a renewal of the entire cable. To carry out this feature of the improvement a construction such as shown in Figs. 16 and 17 may be adoptednamely, an upper cable at and two lower cables a a, united by means of suitable clamps a made in parts a (1 united by means of bolts c0 04 to form a composite cable, as shown. WVhen the upper cable 60 needs to be renewed, the clamps are loosened, the old cable removed, a new one inserted, and the clamps again tightened to bind the three cables together, as before. The other cables can also be separately renewed. Any other relative arrangement of the cables a a a suitable for the purpose in view may be adopted. The overhead and underneath cables may be similarly made composite, partly to enable the cable parts to be separately renewed and partly to provide an adequate support for the load in the event any one of the cable parts gives away.

It is desirable to provide for the safety of the rolling-stock in the event of its derailment. To this end we provide, substantially as is shown in Figs. 4 and 5, a net-work beneath the span. This net-work can be connected in any suitable manner with the superstructure and arranged sufticiently below the ra l-cables to come beneath the rolling-stock, and it may be constructed in any suitable manner to uphold the rolling-stock in the event it is derailed.

We claim-- 1. A suspension-railway having an upper suspended cable and alower upturned cable and whose lines of rail are sustained by vertically-extended supports, which in turn are attached to and connect said upper and lower cables, substantially as described.

2. The combination of the posts, the upper cable suspended upon said posts, the lower cable strained upward, and the lines of rail, said lines being sustained by supports extendingverticallybetween and tying and bracing said cables, substantially as described.

3. The combination of the posts, the upper cable suspended upon said posts, the lower cable strained upward, and the lines of rail, said lines being sustained by supports extending vertically between and tying said cables, substantially as described.

4. A suspension-railway whose lines of rails are cables in tension supported in part by brackets and in part suspendedfrom overhead supports, whose form in turn is preserved by means of cables underneath said rail-cables, as described.

5. The combination of the posts, the railcables, the overhead cables, the underneath cables, and the tie-rods having the brackets, substantially as described.

6. In combination with the rail-cables, the truss J, the bearings j, and the shaft 7' having the weighted arm, substantially as described.

7. The combination of the posts, the underneath cables, rotatable shaft K, tie-rods, and overhead cables, as described.

Witness our hands.

ST. JOHN VINCENT DAY. 1 CHARLES D. MOODY. lVitnesses to signature of St. John Vincent Day:

HUGH ROBINSON,

MARTIN HOLLINGER. Witnesses to signature of Charles D. Moody:

HUGH M. THOMPSON,

MARK MoonY. 

